Internal-combustion engine.



I No. 722,629,. PATENTED MAR. 10, 1903. I G.- G. RIOTTE & G; R.RADCLIFFE. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. 11,1902.

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'PATENTED MAR. 10, 1903.

C. G2RIOTTE & G. R. RADOLIFFE.

INTERNAL GOMBUSTION ENGINE.

' APPLICATION FILED saw. 11', 1902.

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PATENTED MAR. 10,

G. G.-RIOTTE & 0. R RADCLIFFE. INTERNAL COMBUSTION ENGINE.

AIPLIOATIOIPILED SBF I. 11, 1.902.

2 L 2 m 7 0 I, I 0 0 N I UNITED STATES PATENT OFFICE.

CARL C. RIOTTE AND CARLTON R. RADCL'IFFE, OF NEW YORK, N. Y., AS-

SIGNORS, BY MESNE ASSIGNMENTS, TO UNITED STATES LONG DISTANCE AUTOMOBILECOMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORA- TION OF NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

SPECIFICATION forming part of Letters Patent No. 722,629, dated March10, 1903.

Application filed September 11, 1902. Serial No. 122,913. (No model.)

To all whom it may concern.-

Be it known that we, CARL C. RIOTTE and CARLTON R. RADCLIFFE, citizensof the United States, residing at New York, in the county and State ofNew York, have invented certain new and useful Improvements inInternal-Combustion Engines, of which the following is a full, clear,and exact description.

Our invention relates to hydrocarbon-enro gines, and particularly toengines in which the heavy hydrocarbon oils-such as crude petroleum,signal-oil, kerosene,and the likemay be used as the fuel.

Among the objects of our invention are I5 simplicity of construction,economy of operation, flexibility of control, variability of speed,self-starting, and self-reversing. All of these advantages, and othersnot specifically mentioned, will be apparent to the mechanic skilled inthe art by a reading of the following specification and an examinationof the accompanying drawings, in which-- Figure l is a side elevation ofan engine embodying our invention. Fig. 2 is a longi- 2 5 tudinalsection of the same. Fig. 3 is an end elevation of the engine shown inFig. 1 looking from right to left, some of the parts being removed. Fig.-Lt is a vertical cross-section taken on the plane of the line 4 4 ofFig. e 1 and looking from left to right. Figs. 5, 6, 7, 8, 9, 10, 11,12, 13, 14, and 15 are views of details of construction.

The frame of the engine may be of any suitable construction and isconventionally 5 shown in the rlrawings and indicated by thereference-numeral 1. This frame may include a crank-case and suitableconnections between the crank-case and the cylinder portion of theframe. The cylinders may be provided with the usual water-space 2,formed within a jacket. The circulation of water may be maintainedwithin the water-jacket in order to keep the sides of the cylindersproperly cooled and preserve lubrication.

This of course is necessary only in such engines as cannot beair-cooled. One' means for maintaining the water circulation will behereinafter described.

3 is ashaft bearing suitable cranks 4 4. In

the particular engine shown in the drawings hereto annexed We havedesigned a threecylinder four-cycle engine. Hence there are threecranks, three pistons, and three sets of parts to cooperate therewith.For a full understandiug of the construction of the apparatus it isessential to describe in detail only the parts which cooperate with onecylinder.

5 is a connecting-rod between the crank 4 and a piston 6. In the formshown the engine is reciprocating. The usual packingrings may beprovided in the piston. These being well known need not be described indetail.

7 is a cylinder-head, which in the form shown is unjacketedt'. 6., notwater cooled.

8 is a plate supported on the upper end of the piston and insulatedtherefrom. The purpose of this plate is to aid in the igniting of theoil-vapors as the same are introduced into the cylinder. In thepreferred form both the cylinder-head 7 and the plate 8, carried by thepiston 6, are heated to a sufficiently high degree of temperature, sothat during the operation of the engine they serve as the means forigniting the gases. If the cylinderhead is water-jacketed, then a platesimilar to plate 8 on the piston might be affixed to the inside of thecylinder-head. The object of the plate 8 is twofold-first, to keeppiston free from the heat of combustion, and

thus. prevent the burning of the lubricatingoil, and, second, to allowplate to get as hot as possible from heat of combustion, so that it willignite or aid in igniting the combustible mixture as it enters thecombustion-chamber, and also hot enough to prevent oil or carbon fromaccumulating on the same.

9 is the usual fly-wheel, carried by shaft 3.

10 is an inlet-valve.

11 is an exhaust-valve.

In the form shown the inlet-valve is a puppet-valve, and theexhaust-valve is mechanically controlled. The inlet passage controlledby the valve 10 communicates directly with the outside air, and, ifdesired, the air which is drawn into the cylinder through the vinlet-valve may be heated in any well-known manner-for example, bydrawing it through a passage formed by the casing extending around theexhaust-pipe, which in use becomes hot.

12 is a valve-stem for the exhaust-valve 11.

13 is a lever upon which the valve-stem 12 bears, said lever beingmounted on a suitable pivot pin or rod 14. The lever 13 may bear anantifriction-wheel15, if desired, and the same may bear against camshereinafter re ferred to and mounted on a cam-shaft 16. The cam-shaft 16has a special arrangement of cams, to be hereinafter described, and islongitudinally movable in suitable guides in the casing 1, so as toshift varying sets of cams into the operative position underneath thelever 13. This shifting motion also controls another set of cams on saidshaft, to be hereinafter described, by which the starting of the engineis controlled.

17 is a gear-wheel splined to the cam-shaft 16, but not necessarilylongitudinally movable thereon.

18 is an intermediate gear.

19 is a gear mounted on the shaft 3.

The gears 17 18 19 are always in mesh in the form shown. It follows thatthe rotation of the shaft 3 rotates the cam-shaft 16 at a speeddepending upon the ratio of the gears, which in this instance is two toone. Any convenient means may be employed for shifting the cam-shaft16,0ne means beingshownto wit, a hand-lever 20, which may be pivoted at21.

22 is a stationary notched segment, into the notches of which ahand-operated pawl 23, carried by the hand-lever 20, may be dropped tofix the position of the lever 20 as desired. In the form shown there arefive notches. (See Fig. 2.) When the lever is so located that the pawlis in the position shown, (in the middle notch,) the engine is still.When the lever 20 is moved back so that the pawl will enter the secondnotch from the right-hand end, the engine is started backward. In thisposition compressed air is allowed to enter the cylinders to move thepistons and give momentum to the fly-Wheel 9. This step is preparatoryto moving the lever 20 back still farther, so that the pawl 23 will restin the back notch, at which moment the com pressedair supply is cut offand the engine is running normally. A forward movement of the lever 20from the position indicated in Fig. 2 will first start the engineforwardly under the compressed air supply. It might be stated that inthe form shown when the engine is started under the compressed air andin addition to the power supplied thereby fuel is being supplied andignited, so that the power of the compressed-air supply is supplemented.

The lever for controlling the time of ignition and injection of fuel isindicated at 24. The power of the engine is also variable under varyingloads by another lever. (Shown in Figs. 1 and 3 and indicated at 25.)This lever 25 varies the cut-off or the time of duration of the introdnotion of the fuel, and therefore the amount of fuel injected into thecylinders. Hence the lever 25 will be termed herein the cut-0E lever.The lever 24 is pivoted at 26 and in the form shown is forked at itslower end, so as to embrace a grooved sleeve 27, mounted upon aworm-gear shaft 28, bearing the worm-gears 29 30. The wormgears 29 30mesh with the worm-gears 31 32, respectively. The worm-gear 32 ismounted upon the cam-shaft 16, but is not longitudinally movabletherewith in the form shown, but is carried by a suitable spline, sothat the shaft 16 may have longitudinal movement in the worm 32. Theworm 31 is similarly mounted upon another cam'shaft 33, which has alongitudinal movement in the frame corresponding with the movement ofthe cam-shaft 16, said movement of both shafts being controlled by thesame lever 20. The lever 20 has at its lower end a fork 34, whichengages directly with a grooved collar 35 upon the cam-shaft 16, so thatwhen the lever is moved said cam-shaft will also be moved, as beforedescribed. A similar fork 36 engages with a grooved collar 37 on thecamshaft 33, the said fork being carried by the shaft 21, so that themovement of the lever 20 imparts similar simultaneous movement to bothcam-shafts. The cams on the shafts 33 will be hereinafter described indetail; but their function is to operate the fuel injection valve. Thesecams operate a lever formed of two parts 38 39, Fig. 4. The parts 38 39of the lever are pivoted at 40, and the part 39 is mounted at 41, and tothe part 39 is connected the cut-off lever 25. The part 38 is pivoted toa valve-stem 42, the said valvestem serving also as a support for oneend of the part 38. Looking at the drawing Fig. 4, it will be observedthat the part 38 is supported by a pivotal connection at each end. Henceif either one of said pivotal'connections is lowered or raised thatintermediate part of the lever which is engaged by the cam is projectedto a more or less degree into or out of the path of said cam on saidshaft 33. For example, by lifting the pivot-point 40 by the movement ofthe cut-ofi lever 25 that portion of the lever 38 engaged by the camwould be engaged only a short time. On the contrary, if the point 40were lowered the cam on the shaft 33 would engage the portion38 of thelever fora longer period. The valve-stem 42 is connected with the valve43, which controls the duration of the fuel-supply, and therefore theamount. This valve 43 is located in the passage 44, through which air ispropelled under pressure, the said air being supplied from a suitabletank 45, Fig. 1, through the pipe 46. Obviously when the valve 43 isopened the air under pressure is forced .in through said passage 44 andcontinues through a nozzle 47, forming one part of an atomizing device.(Best seen in the sectional views, Figs. 5, 6, and 7.) Around theoutside of the nozzle 47 is a tubular member 48, which provides apassage of a suitable size, in which oil is carried and maintainedpreferably at a desired level closely adjacent to the end of the nozzle47. The oil is supplied through the pipe 49 and may lead through apassage 49 in the casing 50, in which casing the various parts andpassages of the fuel-supply apparatus are located. Suitable checkvalvesmay be provided in the passage for the oil-supplysuch as, for example,the checkvalves 51 52. (Shown in Fig. 6.) It follows that when air isforced rapidly through the nozzle 47 a suction is produced, tending todraw the oil up to the nozzle and at that point atomize the same andproject it into the cylinder. When the air is turned ofi-for example, byclosing the valve 43-the oil remains practically at the level of thenozzle 47, since the check-valves 51 52 prevent the return of the oil tothe supply-tank 53. The provision of the check-valves also prevents theoil being forced back into said tank 53 during the expansion of theignited gases within the cylinder during the operation of the engine.The pressure in the tank is in excess of any pressure in the cylinderand is maintained by an air-pump 54 of any desired constructionconnected to any suitable part of the engine for example, the shaft 3.Since the pressure in the tank 45 is in excess of the pressure in thecylinder, there is no danger during the ignition and expansion of thegases within the cylinder opening the valve 43.

55 is a removable plug to afford access to the passage adjacent to thevalve 43, and 56 is another plug to afford access to the passageadjacent to the check-valves 51 52.

57 is a plug to afford access to the passage to the rear of the nozzle47.

The member 48, as well as the nozzle 47, may screw into the casing 50. Asuitable stufling-box 58 may be provided around the valve-stem 43 as itpasses into the casing 50.

It will be observed that the injector stands at an angle. This ispreferable, because it prevents the oil leaking out or working back intothe air-passage through the nozzle 47 and, further, because it holds oilsuspended at the proper level ready for use at any moment.

59 is a second pump, which may be driven in any suitable manner---forexample, by the main shaft 3the said pump being provided in thisparticular construction to force a water circulation in the usualwell-known manner through the water space 2 within the jacket around thecylinders.

60 is a valve-casing containing therein a suitable valve 61for example,a puppetvalve. This valve 61 is mounted upon a Valve-stem 62, as bestseen in Fig. 8. This valve-stem 62 may bear against a suitable lever 63,which is operated by cams on the shaft 16, as hereinafter described. Thevalve 61 stands in an air-passage leading through a pipe 64,communicating with the compressiontank 45 or other source ofcompressed-air supply. Continuing past the valve 61 air from the tank 45or other source will pass through the pipe 65, which leads to theinterior of the cylinder at any convenient point above the piston.

In Figs. 14 and 15 we have shown a relatively enlarged View of theinlet-valve 10, in which said valve is provided with a small dash-pot 66at its lower end. This dash-pot may be of well-known form and isprovided for the purpose of preventing said valve 10 from seating hardand unduly wearing as a result thereof.

The usual oil-ducts may be provided at any convenient points through theengine.

The particular description of the cams will be found under thedescription of the operation.

The operation of the engine is as follows: Air is first stored in thetank 45. This may be accomplished in any desired way; but after theengine has once been started it is maintained therein and is availableatall times. The first step in starting the engine comprises heating thecylinder-head 7 by external means or in any desired way and to asufficient degree. When the heads are sufliciently hot and assuming theoperator desires to have the engine move forwardly, the lever 20 ismoved forwardly and the pawl 23 is dropped into the first notch ahead ofthe middle notch. This action shifts the camshafts 16 33. This movementof the cam; shafts throws the set of cams Gt 0. in line with the lever63, andin a three-cylinder engine these cams a, are so pitched that oneof them will he slid under one of the levers 63, hence tilting the leverand opening one of the valves 61 and allowing the compressed air fromthe tank 45 or other source to flow into the corresponding cylinder.Simultaneously the set of cams b b are moved under the levers 13,carrying roller 15, which control the exhaust-valves. Previously tostarting the engine all of the levers 63 and 13 rest upon what may betermed an idle position between the cams, so that if the engine weremoved by outside means there would be no cam action. It should be statedthat the sides of the cams, as well as the sides of the levers or theantifriction -bearings thereon, should be properly beveled, thusassisting the levers in riding up onto the cams from the side orobliquely. Simultaneous movement of the cam-shaft 33, Fig. 1, causes theset of earns 01 d to project underneath the levers 38. Hence at the sametime that the engine is started the cams d will at the proper time openthe valves 43, causing air to flow through the nozzle 47 to atomize thefuel and drive it into the cylinder in the form of a combustiblemixture. The preferable time in the form of engines herein illustratedfor injecting the fuel-supply into the cylinder is when the piston isapproximately at the top of the stroke and when the air which has IIObeen drawn in through the inlet-valve 10 is v compressed in thecompression-space above the piston. Inasmuch as the pressure within thetank 45 is in excess of the pressure in cylinder when the cams d doperate the valves 43, atomized fuel will be forced into the cylindersagainst the compressed air therein and there ignited by contact with thehot cylinder-head or plate 8, or both. This action occurs in eachcylinder at every other revolution of the engine, the engine shown beingof the four-cycle type. In this instance the parts are so arranged thatan impulse is given at every two-thirds of a revolution of the flywheel.The valves 61, which control the injection of compressed air to effectthe starting of the engine, are so arranged that the upper part of thecylinder is opened to the compressed air at every downstroke of thepiston during the starting of the engine. When the desired speed isattained, the lever 20 is thrown to its extreme forward position, sothat the pawl will rest in the extreme forward notch. This furthermovement of the lever 20 shifts the cam-shafts 16 and 33, and thefurther movement of the cam-shaft l6 shifts the cams a out of the pathof the levers 63, so that the latter are not operated. Hence thecompressed-air supply for merely starting the engine is then cut off. Itwill be observed that the cams a a are of such width as to operate thelever 63 only when the lever 20 rests in the first notch. The cams b I),however, are of such length that they still remain under the levers 13to operate the exhaustvalves 11 11 in the usual manner when the engineis running normally. The cams d d are of such a length that this furthermovement of the shaft 33 does not remove them from the path of thelevers 38, but they still remain under said levers, so that theinjection-valves will be operated at the proper time-to wit. eachinjection-valve is operated at every other revolution of the engine.Nearly opposite the cam 19 is a low cam 12 which is best seen in Fig.12. The function of the low cam 11 is to open the exhaust-valve slightlyon the intermediate revolution of the engine to relieve the compressionduring the starting of the engine. The cam b is a short cam, as willbest be seen in Figs. 11, 12. The cam b Figs. 11 and 12, corresponds infunction to the cam b only the cam b is not brought into actionexcepting when the engine is starting in the reverse direction. The camb is not shown in Fig. 11, since it is located on the section removed.When the lever 20 is moved forwardly into the further notch and thevarious parts of the mechanism are shifted so that the engine is runningunder the power of the fuel alone, the cams b are thrown out of actionin a similar manner to the cams a; but the cams Z) still remain inaction to operate the exhaustvalves 11 11 11.

We have described the starting of the engine in a forward direction andthe position of the parts during the starting and after the starting andwhile the engine is running under the power of the fuel alone. It shouldbe stated and it is clear from the foregoing description that when theengine is started not only is the power of the compressed air utilizedto set up momentum in the fly-wheel, but the fuel is also being suppliedto supplement the power of the compressed air. Hence but very littlecompressed air is needed to set the engine in motion. To reverse theengine, a second set of cams a, I), h and d are provided correspondingin function to the cams a, b, Z1 and d; but the former are so pitchedrelatively to the latter that when they are thrown into action by themovement of the lever 20 in a reverse direction the engine will bestarted and caused to run backward. For illustrative purposes only thecams have been shown in the drawings as being in the same phase. Inpractice, however, the mechanic would understand that the cams foractuating the valves for any particular cylinder should be adjusted insuch a phase relatively to the position of the crank or piston as tooperate the valves at the proper time.

Having thus made it clear how the engine is started and how it runsunder normal conditions, it is next important to show how the moment ofinjection of fuel may be varied. As before stated, this may becontrolled by the lever 24. The lever 24 moves the shaft 28. The shaft28 carries the worms 29 30, which engage, respectively, with the worms31 32 on the cam-shafts." The movement of the shaft 16 drives thecam-shaft 33 through said worm-gears. It will be seen that if the camson the shaft 33 can be advanced or retracted relatively to the cams onthe shaft 16 (and therefore relatively to the stroke of the piston)these changes will correspondingly hasten or retard the moment of theaction of the cams on the shaft 33, hence the moment of the action ofthe injector. In the particular form shown worms 29 31 are left-handworms, while the worms 3O 32 are right hand worms. This is the preferredconstruction. It follows that when the shaft 28 is shiftedlongitudinally it will advance the position of the cams on the shaft 33or retract the same, according to the direction in which the shaft 28 ismoved. Inasmuch as the worms 28 31 are of an opposite pitch to the worms3O 32 only a slight movement of the shaft 28 produces aconsiderablechange in the relative angular position of the cams on shaft 33 to thecams on shaft 16. From the foregoing it will be seen that by shiftingthe lever 24 the moment of injection of the fuel may be varied-eitherhastened or retarded-relatively to the position of the piston in thecylinder to suit the various conditions. This function might well becompared to the lead in a steam-engine.

Inasmuch as varying loads may be put upon the engine it is desirable toprovide a means whereby when excessive loads are put on fuel may besupplied throughout a greater range of the stroke of the piston, so asto generate more power. This is accomplished by means of the lever 25,the operation of which has been previously explained, but, brieflystated, is to change the contact position of the lever 38, connected tothe injector-valve, so that the cams upon the shaft 33 will operate saidlever to hold open the injector-valve 43 for a longer or a shorterperiod, as desired. By this means the duration of the injection of thefuel is varied for the purpose stated, and this function might well becompared to the cut-0E in a steam-engine.

While we have shown and described the invention as applied to afour-cycle engine, it is obvious that it is applicable to an engine ofthe two-cycle type; but since that is another species, covered by thegeneric claims herein, the particular construction may be made thesubject of a separate application for a patent and need not be shown anddescribed in detail herein.

It will be observed that in this engine it is unnecessary to provide apressure on the fuel, meaning the oil itself. It will also be observedthat there is no necessity even of a gravity flow to hold the oil at theproper level. It will also be observed that the moment of ignitionoccurs at the moment the combustible mixture is introduced into thecylinder irrespective of the compression therein. Hence by varying themoment of introduction the time of ignition may be controlled and variedand the speed or power of the engine qualified accordingly. Thecompressedair-supply tank need not be large, since the compressionwithin the cylinder at whatever moment the combustible charge isintroduced does not depend upon the pressure or quantity of air withinthe compressed-air-supply tank, the function of the compressed air inthe normal running of the engine being merely to produce sufficientforce to inject a combustible mixture into the cylinder against thecompression therein, whatever it may be.

What we claim is 1. In a hydrocarbon-engine, a cylinder, acombustion-chamber therein, a piston therein, a pressure-reservoirhaving a pressure therein in excess of the highest working pressure, anair-inlet, said piston acting to compress air in said cylinder, anexhaust-valve and means for forcing a combustible mixture into the spaceabove the piston against airpressure and a rising working pressuretherein, said air-pressure being below the point of ignition, and meansfor igniting.

2. In a hydrocarbon-engine, a cylinder, 2. combustion-chamber therein, apiston therein, an air-inlet, said piston acting to compress air in saidcylinder, an exhaust-valve and means for forcing a combustible mixtureinto the space above the piston against airpressure and the risingworking pressure therein, said air-pressure being formed by the actionof the piston independent of the means for forcing the combustiblematerial into the combustion-chamber, the air-pressure being below thepoint of ignition, and igniting means. I

3. In a hydrocarbon-engine, a cylinder, a piston therein, acombustion-chamber within said cylinder above said piston, thecompression in said chamber at all times being below that required toignite the fuel, and means for forcing a combustible mixture into saidchamber and means for varying the time of forcing said combustiblemixture into said chamber relatively to the position of the piston andmeans for igniting said mixture.

4:. In a hydrocarbon-engine, a cylinder, a piston therein, acombustion-chamber above said piston, an air-inlet, an independentfuelsupply passage and a check-valve therein, a second inlet adjacentthereto and means for forcing a combustible mixture into thecombustion-chamber against the pressure created in the cylinder by boththe action of the piston and by ignition, said pressure being below thepoint of ignition, and means forignition.

5. In a hydrocarbon-engine, a cylinder, 2. combustion-chamber therein, apressure-reservoir having a pressure therein in excess of the highestworking pressure, a piston, an air-inlet and an exhaust-valve in saidcylinder, means for forcing a combustible mixture into the space abovethe piston against airpressure and a rising working pressure therein,said means being manually controllable and variable, said air-pressurebeing below the point of ignition, and means for igniting comprising ametal plate on one wall of said combustion-chamber and insulationbetween said plate and its support.

6. In a hydrocarbon-engine, a cylinder, a piston, a combustion-chambercommunicating with the interior of said cylinder and means forcompressing air in said cylinder,

and separate means for introducing into said combustion-chamber acombustible mixture, said separate means continuing to operate to forcesaid mixture into said combustion-chamber and against the risingair-pressure and rising and falling working pressure therein saidseparate means being manually controllable and variable.

7. In a hydrocarbon-engine, a cylinder, a piston, a combustion-chambercommunicating with the interior of said cylinder and means forcompressing air in said cylinder and separate means for introducing intosaid combustion-chamber a combustible mixture, said separate meanscontinuing to operate to force said mixture into said combustion-chamberand against the rising air-pressure and rising and falling workingpressure therein said separate means being manually controllable andvariable and igniting means comprising a metal plate in the upper end ofsaid combustion-chamber, and a second metal plate substantially coveringthe end-of the piston and insulated therefrom.

8. In a hydrocarbon-engine, a cylinder, a

combustion-chamber therein, a piston therein, an air-inlet, a separateinjector, an airpassage therein and means for varying the passage of airtherethrough to control for a longer or shorter period the injection ofthe combustible mixture into said chamber and an uninterruptedcommunication between the injector and said combustion-chamber.

9. In a hydrocarbon-engine, a cylinder, a piston therein, an air-inlet,a separate fuelsupply inlet, a separate air-inlet adjacent to saidfuel-supply inlet, means for compressing air leading to the last-namedair-inlet, and means for controlling said compressed air to force thecombustible mixture into the combustion-chamber without the aid ofpressure on the fuel-supply and'an uninterrupted communication betweenthe f uel-supply inlet and the said combustion-chamber.

10. In a hydrocarbon-engine, a plurality of cylinders, a piston in eachof said cylinders, an air-inlet in each of said cylinders,compressed-air inlets in each of said cylinders, valves therefor, camsfor actuating said Valves, means for shifting said cams, exhaustvalves,cams therefor, and means for shifting said cams, a compressed-air supplycommu nicating with each of said cylinders through the aforesaid valves,and means for shifting said cams to start, stop or reverse said engine11. In a self-starting and self-reversing hydrocarbon-engine, acompressed -air supply communicating with the cylinder, valves therefor,independent cams for actuating said valves and means for shifting saidcams to start, stop or reversesaid engine, and means for simultaneouslyintroducing a combustible mixture into the combustion-chambers againstthe pressure therein on each working stroke of the piston to supplementthe action of the compressed air in starting or reversing said engine.

12. In ahydrocarbon-engine, a combustionchamber, means for introd ucin ga combustible material into said combustion-chamber, manuallyoperatedmeans for varying the moment of the introduction of said mixturerelatively to the position of the piston and independentmanually-operated means for varying the duration of the introduction ofsaid combustible mixture relatively to the stroke of the piston.

13. In ahydrocarbon-engine, acombustionchamber, means to forcecombustible mixture into said combustion-chamber against the rising andfalling pressure therein, and independent manually-operated means tovariably control the moment of the introduction of said combustiblemixture or the quantity of said combustible mixture introduced, or both,

the maximum air-pressure in said chamber being always below theignition-point, and means to ignite said mixture.

14. In ahydrocarbon-engine, a combustionchamber, means for introducing acombustible charge, and means for igniting said combustible charge uponthe introduction thereof irrespective of the air compression in thecombustion-chamber, and manually-operated means for varying the momentof the introduction of the combustible charge to control said engine.

15. In a hydrocarbon-engine of the internal-combustion type, a cylinder,a piston, a combustion-chamber, means for introducing a combustiblecharge against compression therein, manually controlled independentmeans for varying the moment of the introduction of the combustiblecharge, and means for igniting said combustible charge at the moment ofintroduction thereof, and irrespective of the compression in saidcombustion-chamber.

16. In a hydrocarbon-engine, a cylinder, a piston, means for admittingair and combustible mixture, an exhaust-valve, two separate sets of camsfor operating said exhaustvalves, means for rotating said cams from thedriving-shaft, means for throwing either of said cams into or out ofaction, an injector, a valve therefor, two separate sets of cams tooperate said valve, and means for rotating and shifting said camssimultaneously with the first-mentioned cams and means for changing theangular position of the second set of cams relatively to the first setof cams to vary the moment of operation of said injector.

17. In a self-starting and self-reversing hydrocarbon-engine, acompressed-air supply communicating with the cylinder, valves therefor,cams for actuating said valves and means for shifting said cams tostart,.stop or reverse said engine, and means for throwing saidcompressed-air supply out of action when the engine is running undernormal conditions, and means for introducing a combustible mixture intothe combustion-chambers against the pressure therein on each workingstroke of the piston to supplement the action of the compressed air instarting or reversing said engine.

Signed at New York city this 26th day of August, 1902.

CARL O. RIOTTE. CARLTON R. RADGLIFFE.

WVitnesses:

O. H. GARDNER, WILLIAM S. MOOLENAHAN.

